CN115358130B - Method for realizing vibration noise simulation load of vehicle section - Google Patents
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Abstract
The invention discloses a method for realizing a vehicle section vibration noise simulation load, which comprises the following steps: obtaining an actual measurement value of the acceleration of the steel rail and an actual measurement value of the acceleration of the propagation path; developing the measured value of the rail acceleration into infinite series formed by a multiple frequency sine function and a cosine function to obtain the rail acceleration after pretreatment; establishing a motion balance equation of a vehicle body and a suspension system; solving the motion balance equation, converting the motion balance equation into a static balance equation by applying the Dalnberg principle, and solving the bogie load; substituting train related parameters into a bogie load expression, and correcting the vibration load of the bogie to obtain uniformly distributed loads which are longitudinally and uniformly distributed along a track; and establishing a finite element simulation analysis model, and correcting the uniformly distributed load to obtain the vehicle section vibration noise simulation load. The invention can accurately calculate the load under the acceleration and deceleration states, has more comprehensive simulated working conditions and more accurate calculation results.
Description
Technical Field
The invention relates to the technical field of rail transit vibration control, in particular to a method for realizing vehicle section vibration noise simulation load.
Background
The development of the upper cover property of the vehicle section as a novel building form necessarily faces a series of problems and challenges. The problems of vibration and secondary noise of the upper cover building caused when the subway train enters and exits the warehouse are particularly worth paying attention to. The development history of the upper cover property of the vehicle section in China is short, practical engineering is not many, practical experience is lacked, the vibration and noise of the upper cover building of the vehicle section are predicted mainly through simulation analysis, and vibration reduction measures are applied accordingly.
The main factors influencing the accuracy of simulation analysis are vibration excitation load and soil layer parameters, and the soil layer parameters can obtain relatively accurate numerical values through local geological survey data. The load is usually calculated according to a standard orbit spectrum, and in order to improve the correctness of the model, the parameters need to be repeatedly verified and modified. The initial input error is large, so that uncertain variables in the model verification process are increased, and the accuracy of a simulation result is influenced. In addition, because the input track spectrum is a fixed value, only the load under the condition of constant speed can be calculated, and the calculation of the acceleration and deceleration load of the train entering and exiting the warehouse cannot be realized.
Different from the conventional line, the running speed of the train entering the train section is reduced, the speed of a throat area and a small radius area is less than 25km/h, the speed of entering and leaving a warehouse is less than 5km/h, and the track state is better. The acceleration of the contact point of the vehicle and the rail can be reasonably assumed to be consistent, the load can be obtained through testing the acceleration of the steel rail, and the accuracy of simulation analysis is improved.
Disclosure of Invention
The invention aims to provide a method for realizing a vehicle section vibration noise simulation load, aiming at the technical defect of large vehicle section load calculation error in the prior art.
The technical scheme adopted for realizing the purpose of the invention is as follows:
a method for realizing a vehicle section vibration noise simulation load comprises the following steps:
s1, acquiring vertical acceleration of a steel rail midspan position and a vibration propagation path of a track system, and respectively acquiring an actual measurement value of the acceleration of the steel rail and an actual measurement value of the acceleration of the propagation path;
s2, performing wavelet decomposition on the measured value of the steel rail acceleration obtained in the step S1, filtering high-frequency noise of a signal, reconstructing an acceleration time history signal, and expanding the reconstructed acceleration into an infinite series formed by a multi-frequency sine function and a cosine function by using a Fourier series to obtain the preprocessed steel rail acceleration;
s3, simplifying primary and secondary suspension systems of the train, establishing a train vibration model, and establishing a motion balance equation of a train body and the suspension system of the subway train by using a direct force balance method;
s4, establishing constraint conditions, constructing a relative motion relation between the wheels and the steel rail, bringing the preprocessed steel rail acceleration obtained in the step S2 into the motion balance equation, solving the motion balance equation, converting the motion balance equation into a static balance equation by applying the Dalnbell principle, and solving the load of the bogie;
s5, substituting the relevant parameters of the train into a uniform load expression, and calculating to obtain uniform loads which are uniformly distributed along the longitudinal direction of the track;
and S6, establishing a finite element simulation analysis model by using Midas or Ansys commercial software, inputting the uniformly distributed load obtained in the step S5, calculating the acceleration of the measuring point to obtain a simulation value of the acceleration of the propagation path, and correcting the uniformly distributed load by combining the measured value of the acceleration of the propagation path obtained in the step S1 to obtain the vibration noise simulation load of the vehicle section.
In the technical scheme, the vertical acceleration of the midspan position of the steel rail in the step S1 is the acceleration of the steel rail, the acceleration of the steel rail is obtained through actual measurement, a measuring point of the acceleration of the steel rail is a vertical section of a main stress column of a building column network, the vertical acceleration on a vibration propagation path is the acceleration of a propagation path, the measuring point of the acceleration of the propagation path is a vertical column, a covering platform and a building in sequence from bottom to top, one or two of the vertical column acceleration, the covering platform acceleration and the building acceleration are selected as the acceleration of the propagation path in the step S1, and the test frequency of the acceleration of the steel rail and the acceleration of the propagation path is not less than 200Hz.
In the above technical solution, the rail acceleration in the step S2 is Acc (t) Acceleration duration oft 0 At sampling intervals of
Then, the sine function, the cosine function and the infinite series expansion formula are:
in the formula (I), the compound is shown in the specification,C1 i is a Fourier cosine coefficient of the signal,C2 i is a Fourier sine coefficient, and is a Fourier sine coefficient,
in order to be the reference angular frequency,Na finite number of expressions of an infinite number of orders.
In the above technical solution, in the step S3, the train vibration model is established by the convention that the vibrations generated when each carriage passes through are consistent, the wheel-rail forces are uniformly distributed along the longitudinal direction of the rail, the primary suspension and the secondary suspension are equivalent to a spring and a damping unit, and the primary mass, the secondary mass and the train body mass are equivalent to a rigid mass without considering the flexible deformation; the motion balance equation of the vehicle body and the suspension system is established as follows:
in the formula (I), the compound is shown in the specification,m i （i=2, 3) represents the secondary mass and the vehicle body mass, respectively,k i （i=1, 2) primary suspension stiffness and secondary suspension stiffness, respectively,c i （i=1, 2) primary and secondary suspension damping, respectively;
in order to displace the steel rail,
the acceleration of the preprocessed steel rail obtained in the step S2,
（i=1,2, 3) represents displacement of the primary system, the secondary system and the vehicle body respectively,
（i=2, 3) respectively represent the speeds of the secondary and vehicle bodies,
（i=1,2, 3) respectively represent the accelerations of the primary, secondary, and vehicle bodies.
In the above technical solution, the constraint conditions in step S4 are that the wheel-rail state meets the requirement of ISO3095 limit value, the train running speed is lower than 40km/h, and the bounce between the wheels and the steel rail is neglected, so that the constructed relative relationship between the wheels and the steel rail is a series of displacements
And at the moment, the unknown quantity of the motion balance equation in the step S4 is reduced to 2, the unknown quantity is substituted into the preprocessed steel rail acceleration obtained in the step S2, and the quadratic displacement is obtained by solving
Vehicle body displacement
；
In the above technical solution, under the constraint condition, the bogie load in step S4 is a reaction force of the train system, and it should be equal to a sum of a gravity of the train system and a power generated by vibration of the train system:
in the formula (I), the compound is shown in the specification,F rail is the bogie load, g is the gravitational acceleration,m i ， i=1,2,3, respectively representing primary mass, secondary mass and vehicle body mass,
，iand =1,2,3, which respectively represent the accelerations of the primary system, the secondary system and the vehicle body.
In the above technical solution, the step S5 substitutes the number of the train cars and the length of the trainCalculating to obtain the load of the train in unit length, facilitating the subsequent steps of adjusting the load according to the verification result and introducing a load correction coefficientkThe expression of the obtained uniform load is as follows:
in the formula (I), the compound is shown in the specification,F rail in order to provide the bogie load,
for the load correction factor (initial value of 1),
the number of the carriages is the number of the sections,
is the train length.
In the above technical solution, the specific process implemented in step S6 is as follows: establishing a finite element simulation analysis model of the vehicle section track-environment stratum-ground building system by using Midas or Ansys commercial software; inputting vehicle parameters, calculating the uniform load according to a uniform load expression, and substituting the uniform load into the finite element simulation analysis model to calculate a simulation value of the acceleration of the propagation path; establishing correction condition, comparing the measured acceleration value and the simulated value of the propagation path, and adjusting
A value that decreases the value of k when the simulated value of the propagation path acceleration is greater than the measured value of the propagation path acceleration; otherwise, increasing the k value and correcting the uniformly distributed load; and when the difference between the simulated value and the measured value of the acceleration of the propagation path is within 10%, obtaining the vibration noise simulation load of the vehicle section.
Compared with the prior art, the invention has the beneficial effects that:
1. the invention provides a method for realizing vibration noise simulation load of a vehicle section based on the acceleration of a tested steel rail by establishing constraint conditions according to the line characteristics and the running speed of the vehicle section, and is used for accurately simulating the acceleration and deceleration process of entering and exiting a warehouse and improving the accuracy of simulation analysis when a train runs at a low speed in the vehicle section.
2. The invention takes the actually measured acceleration as the input condition of the load, can truly reflect the vibration state of the vehicle section, improves the prediction precision of the vibration noise of the vehicle section, and provides reference for the model selection of the vibration reduction and noise reduction measures. The invention can accurately calculate the load under the acceleration and deceleration states, has more comprehensive simulated working conditions and more accurate calculation results.
Drawings
FIG. 1 is a block flow diagram of the present invention;
FIG. 2 is a time-course graph of the acceleration of the steel rail after the filtering reconstruction of the embodiment;
FIG. 3 is a diagram of a train vibration model constructed by the embodiment;
FIG. 4 is a uniformly distributed load graph calculated by the embodiment;
FIG. 5 is a diagram of a simulation model for verification of an embodiment;
FIG. 6 is a comparative verification plot of acceleration time history for an embodiment.
Detailed Description
The present invention will be described in further detail with reference to specific examples. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the invention.
Example 1
Referring to fig. 1, the method for implementing the vehicle section vibration noise artificial load of the present invention includes the following steps:
step S1, testing a vehicle section to be researched, arranging measuring points on a steel rail of a vehicle section application library to measure the acceleration (vertical acceleration) of the steel rail, synchronously testing the vertical acceleration of a column by arranging measuring points on the column to obtain an actual measurement value of the vertical acceleration of the column, and taking the actual measurement value as the actual measurement value of the acceleration of a propagation path to check the subsequent vibration load.
And S2, performing wavelet decomposition on the steel rail acceleration obtained in the step S1, filtering electromagnetic interference signals and abnormal high-frequency noise, reconstructing acceleration time history signals, developing the reconstructed acceleration into infinite series formed by a multi-frequency sine function and a multi-frequency cosine function by using Fourier series, and obtaining the preprocessed steel rail acceleration as shown in figure 2.
And S3, assuming that the vibration generated when each carriage passes through is consistent, the wheel-rail force is uniformly distributed along the longitudinal direction of the rail, the primary suspension and the secondary suspension are equivalent to a spring and a damping unit, the primary mass, the secondary mass and the mass of the train body are equivalent to a rigid mass without considering flexible deformation, and a train vibration model is established as shown in FIG 3. According to the model, the motion balance equation of the vehicle body can be obtained as follows:
similarly, the motion balance equation of the suspension system is obtained as follows:
in the formula (I), the compound is shown in the specification,m i （i=2, 3) represents the secondary mass and the mass of the vehicle body, respectively,k i （i=1, 2) respectively represent primary suspension stiffness and secondary suspension stiffness,c i （i=1, 2) primary and secondary suspension damping, respectively;
in order to displace the steel rail,
is the rail acceleration.
At this time, the process of the present invention,
the acceleration of the preprocessed steel rail obtained in the step S2 is a known quantity.
、
、
Three unknown variables respectively represent the first-system, second-system and vehicle body displacement,
（i=2, 3) represents the speed of the two trains and the vehicle body, respectively,
（i=1,2, 3) representing the speeds of the primary, secondary and vehicle bodies, respectively. Solving the two equations requires further clarification of the relationship between the rail and the vehicle.
S4, assuming that the wheel rail state meets the ISO3095 limit value requirement and the train running speed is lower than 40km/h, neglecting the bounce between the wheels and the steel rails, establishing that the relative relationship between the wheels and the steel rails is a series of displacement
And at the moment, the unknown quantity of the motion balance equation in the step S4 is reduced to 2, and the motion balance equation is substituted into the preprocessed steel rail acceleration obtained in the step S2 to solve to obtain the secondary displacement
Vehicle body displacement
；
According to the darnobel principle, the sum of the gravity of the train system of the train vibration model shown in fig. 3 and the power generated by the train system vibration is the steel rail reaction force, and then the bogie load generated by a single bogie is as follows:
in the formula (I), the compound is shown in the specification,F rail is the bogie load, g is the acceleration of gravity,m i ， i=1,2,3, respectively representing primary mass, secondary mass and vehicle body mass,
，iand =1,2,3, which respectively represent the accelerations of the primary, secondary and vehicle bodies.
Step S5, assume that
The number of the carriages is the number of the sections,
the length of the train is taken as the length of the train,
for the load correction coefficient (initial value is 1), the uniformly distributed load calculated in the length direction of the train is as follows:
in the formula (I), the compound is shown in the specification,F rail in order to provide the bogie load,
as a load correction coefficient, the initial value is 1,
the number of the carriages is the number of the sections,
is the train length.
In the solving process, the first-system, the second-system and the train body are considered as the rigid mass reasonably because the main frequency range of the ground surface vibration response caused by the common rail and the subway train is between 40 and 70Hz, and the soil layer has larger attenuation to the part above 100 Hz. In fact, the requirement can be met only by reflecting the earth surface vibration response rule of the frequency band below 100Hz, and the influence of the vibration deformation of the first system, the second system and the vehicle body on the result is weak in the frequency section, so that reasonable uniform load can be obtained on the assumption, as shown in FIG. 4.
And S6, establishing a finite element simulation analysis model of the track-environment stratum-ground building system of the vehicle section by adopting Midas or Ansys commercial software, wherein the model comprises a track, a soil layer, a stand column and an upper cover platform as shown in FIG 5, is used for exciting force input and acceleration verification, setting a model boundary condition and a soil layer dynamic elastic modulus, substituting the load obtained by calculation in the figure 4 into the simulation model to calculate the acceleration of the vertical measuring point of the stand column in the vibration transmission path, and comparing the acceleration with the measured value of the vertical acceleration of the stand column obtained in the step S1. When the measured vertical acceleration of the upright column and the acceleration amplitude error of the upright column vertical measuring point calculated at the same position are more than 10 percent, adjustingkAnd (4) until the error between the two values is within 10%, achieving the purpose of load correction. As can be seen from fig. 6, the calculation result is well matched with the actual measurement result, and the correctness of the wheel-track load calculation method is verified.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (10)
1. A method for realizing vehicle section vibration noise simulation load is characterized by comprising the following steps:
s1, acquiring vertical acceleration of a steel rail midspan position and a vibration propagation path of a track system, and respectively acquiring an actual measurement value of the acceleration of the steel rail and an actual measurement value of the acceleration of the propagation path;
s2, performing wavelet decomposition on the measured value of the steel rail acceleration obtained in the step S1, filtering high-frequency noise of a signal, reconstructing an acceleration time history signal, and expanding the reconstructed acceleration into an infinite series formed by a multi-frequency sine function and a cosine function by using a Fourier series to obtain the preprocessed steel rail acceleration;
s3, simplifying primary and secondary suspension systems of the train, establishing a train vibration model, and establishing a motion balance equation of a train body and the suspension system of the subway train by a direct balance method of the running force;
s4, establishing constraint conditions, constructing a relative motion relation between wheels and a steel rail, bringing the preprocessed steel rail acceleration obtained in the step S2 into a motion balance equation, solving the motion balance equation, converting the motion balance equation into a static balance equation by applying the Dalang Baker principle, and solving the load of the bogie;
s5, substituting train related parameters into a bogie load expression, and calculating to obtain uniformly distributed loads longitudinally and uniformly distributed along the track;
and S6, establishing a finite element simulation analysis model by using Midas or Ansys, inputting the uniformly distributed load obtained in the step S5, calculating the acceleration of the measuring point to obtain a simulated value of the acceleration of the propagation path, and correcting the uniformly distributed load by combining the measured value of the acceleration of the propagation path obtained in the step S1 to obtain the vibration noise simulation load of the vehicle section.
2. The method for realizing the vehicle section vibration noise artificial load according to claim 1, wherein in the step S1, the measured point of the steel rail acceleration is a vertical section of a main stress column of a building column net, the vertical acceleration on a vibration propagation path is a propagation path acceleration, the measured point of the propagation path acceleration is an upright column, a covering platform and a building in sequence from bottom to top, and the propagation path acceleration in the step S1 is one or two of the upright column acceleration, the covering platform acceleration and the building acceleration.
3. The method for realizing the vehicle section vibration noise simulation load according to claim 1, wherein the test frequency of the acceleration of the steel rail and the acceleration of the propagation path is more than or equal to 200Hz.
4. The method for realizing the artificial load of the vibration noise of the vehicle section according to claim 1, wherein the rail acceleration in the step S2 is Acc (Acc: (c))t) Acceleration duration oft 0 At sampling intervals of
Then, the sine function, the cosine function and the infinite series expansion formula are:
in the formula (I), the compound is shown in the specification,C1 i is a Fourier cosine coefficient of the signal,C2 i is the coefficient of a Fourier sine wave,
in order to be the reference angular frequency,Na finite number of expressions of an infinite number of orders.
5. The method for realizing the vehicle section vibration noise simulation load according to claim 1, wherein in the step S3, the train vibration model is established by the convention that the vibration generated when each carriage passes through is consistent, the wheel-rail force is uniformly distributed along the longitudinal direction of the rail, the primary suspension and the secondary suspension are equivalent to a spring and a damping unit, and the primary mass, the secondary mass and the vehicle body mass are equivalent to a rigid mass without considering flexible deformation; the motion balance equation of the vehicle body and the suspension system is established as follows:
in the formula (I), the compound is shown in the specification,m i ， i=2,3, respectively representing secondary mass and vehicle body mass；k i ，i=1,2, representing primary and secondary suspension stiffness, respectively;c i ，i=1,2, representing primary and secondary suspension damping, respectively;
in order to displace the steel rail, the displacement of the steel rail,
accelerating the preprocessed steel rail obtained in the step S2;
，i=1,2,3, which respectively represents the displacement of the primary system, the secondary system and the vehicle body;
，i=2,3, representing the speed of the secondary and the vehicle body, respectively;
，iand =1,2,3, which respectively represent the accelerations of the primary, secondary and vehicle bodies.
6. The method for realizing the artificial load of vibration noise of the vehicle section according to claim 1, wherein the constraint conditions in step S4 are that the wheel-rail state meets the limit requirement, the train running speed is lower than 40km/h, and the bounce between the wheels and the steel rails is ignored, so that the constructed relative relationship between the wheels and the steel rails is a series of displacements
And at the moment, the unknown quantity of the motion balance equation in the step S4 is reduced to 2, the motion balance equation is substituted into the preprocessed steel rail acceleration obtained in the step S2, and the binary displacement is obtained by solving
Vehicle body displacement
。
7. The method for realizing artificial load of vibration noise of a train section according to claim 1, wherein under the constraint condition, the bogie load of step S4 is the counterforce of the train system, which is equal to the sum of the gravity of the train system and the power generated by the vibration of the train system:
in the formula (I), the compound is shown in the specification,F rail loading the bogie; g is gravity acceleration;m i ， i=1,2,3, which respectively represent primary mass, secondary mass and vehicle body mass;
，iand =1,2,3, which respectively represent the accelerations of the primary system, the secondary system and the vehicle body.
8. The method for realizing the artificial load of the vibration noise of the vehicle section according to claim 1, wherein the step S5 is substituted into the number of the train sections and the length of the train, the load of the train on the unit length is calculated, and a load correction coefficient is introducedkThe expression of the obtained uniform load is as follows:
in the formula (I), the compound is shown in the specification,F rail in order to provide the load for the bogie,
as a load correction factor, the initial value is 1,
the number of the carriages is the number of the sections,
and (4) substituting the train related parameters into a bogie load expression for the length of the train, and calculating to obtain uniformly distributed loads which are uniformly distributed along the longitudinal direction of the track.
9. The method for realizing the artificial load of the vibration noise of the vehicle section according to claim 1, wherein the specific process realized in the step S6 is as follows: establishing a finite element simulation analysis model of the vehicle section track-environment stratum-ground building system by using Midas or Ansys; inputting vehicle parameters, calculating uniform load according to a uniform load expression, substituting the uniform load into the finite element simulation analysis model, and calculating to obtain a simulation value of the acceleration of the propagation path; establishing correction condition, comparing the measured acceleration value and the simulated value of the propagation path, and adjusting
The value is obtained.
10. The method for realizing a vehicle section vibration noise artificial load according to claim 9, characterized by decreasing the simulated value of the propagation path acceleration when it is larger than the measured value of the propagation path accelerationkA value; conversely, increasekCorrecting the uniform load; and when the difference between the simulated value and the measured value of the acceleration of the propagation path is within 10 percent, obtaining the vibration noise simulation load of the vehicle section.
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